Shown: engine compartment from the front from model 207 |
N3/10 | ME-SFI [ME] control unit |
P07.61-3705-11
Location
The ME-SFI [ME] control unit is located in the middle on the variable intake manifold.
Task
The ME-SFI [ME] control unit creates in an electrical combination with the sensors and actuators of engine 272 DE (Direct-Injection) the engine timing.
The following systems and functions are controlled and coordinated by the ME-SFI [ME] control unit according to input signals:
– ignition system
- fuel supply
- Injection control
– electronic accelerator
- diagnosis and fault storage
- drive authorization system and immobilizer
– regulated camshaft adjustment
– intake manifold switchover
– thermal management
- torque interface
- alternator interface
– exhaust gas recirculation
– exhaust treatment (with NOx catalytic converter)
Input and output signals
The following input signals are evaluated by the engine timing system and respective output signals are issued:
Direct input signals
Direct output signals
LIN signals
CAN input signals
CAN output signals
Direct input signals
– circuit 15
- circuit 30 (fused)
– circuit 31
– circuit 87 M4
– knock sensor on the right (A16/1)
– knock sensor on the left (A16/2)
– hot film MAF sensor (B2/5)
- intake air temperature sensor (B25b1)
– rail pressure sensor (B4/6)
- left intake camshaft Hall sensor (B6/4)
- right intake camshaft Hall sensor (B6/5)
- left exhaust camshaft Hall sensor (B6/6)
- right exhaust camshaft Hall sensor (B6/7)
– coolant temperature sensor (B11/4)
– temperature sensor upstream of right NOx storage catalytic converter (B16)
- temperature sensor upstream of left NOx storage catalytic converter (B16/1)
– pressure sensor (B28) (intake manifold air pressure)
– accelerator pedal sensor (B37) - potentiometer 1
– accelerator pedal sensor - potentiometer 2
– fuel temperature sensor (B50)
– crankshaft Hall sensor (B70)
- LH oxygen sensor upstream of catalytic converter (G3/3) (wideband oxygen sensor)
- RH oxygen sensor upstream of catalytic converter (G3/4) (wideband oxygen sensor)
- LH oxygen sensor downstream of catalytic converter (G3/5) (non-linear oxygen sensor)
- RH oxygen sensor downstream of catalytic converter (G3/6) (non-linear oxygen sensor)
– throttle valve - actual value potentiometer 1 (M16/6r1)
– throttle valve - actual value potentiometer 2 (M16/6r2)
– EGR - right Hall sensor (M16/45b1)
– EGR - left Hall sensor (M16/45b2)
– crash signal from supplemental restraint system control unit (N2/10) (model 204), supplemental restraint system control unit (N2/10) (model 207, 212)
– oil level check switch (S43)
Direct output signals
- sensor voltages 1 and 2 (5 V) - engine connector
- sensor voltages 1 and 2 (5 V) - vehicle connector
- sensor grounds 1 and 2 - engine connector
- sensor ground 1 - vehicle connector
– accelerator pedal sensor - reference masses for potentiometer 1 and 2
- LH oxygen sensor upstream of catalytic converter - oxygen sensor heater
- RH oxygen sensor upstream of catalytic converter - oxygen sensor heater
- LH oxygen sensor downstream of catalytic converter - oxygen sensor heater
- RH oxygen sensor downstream of catalytic converter - oxygen sensor heater
- fan motor for internal combustion engine and air conditioning system with integrated control (M4/7) - specified fan speed
– throttle valve - actuator motor (M16/6m1) (Plus)
– throttle valve - actuator motor (M16/6m1) (Minus)
– EGR - RH actuator motor (M16/45m1)
– EGR - LH actuator motor (M16/45m2)
– circuit 50 relay, starter (N10/1kM)
– engine circuit 87 relay (N10/1kN)
– FSCU (N118) - ground signal "fuel pump ON"
– cylinder 1 ignition coil (T1/1)
– cylinder 2 ignition coil (T1/2)
– cylinder 3 ignition coil (T1/3)
– cylinder 4 ignition coil (T1/4)
– cylinder 5 ignition coil (T1/5)
– cylinder 6 ignition coil (T1/6)
- heating system shutoff valve (Y16/2)
– intake manifold switchover valve (Y22/6)
- left intake camshaft solenoid (Y49/4)
- right intake camshaft solenoid (Y49/5)
- left exhaust camshaft solenoid (Y49/6)
- right exhaust camshaft solenoid (Y49/7)
– purging switchover valve (Y58/1)
– pressure regulating valve (Y74)
– cylinder 1 fuel injector (Y76/1)
– cylinder 2 fuel injector (Y76/2)
– cylinder 3 fuel injector (Y76/3)
– cylinder 4 fuel injector (Y76/4)
– cylinder 5 fuel injector (Y76/5)
– cylinder 6 fuel injector (Y76/6)
- radiator shutters actuator (Y84) (for model 204 as of modification year 09, model 207, 212)
– quantity control valve (Y94)
– coolant thermostat (Y110)
– low temperature circuit shutoff valve (Y125)
LIN signals
– alternator interface via the drive LIN (LIN C1)
CAN input signals
Instrument cluster (A1)
- fuel reserve signal
Supplemental restraint system control unit (model 204), supplemental restraint system control unit (model 207, 212)
- Crash signal
Automatic climate control control and operating unit (N22/7)
- air conditioning status
– specified fan speed request
Electronic Stability Program control unit (N30/4) (except code (233) DISTRONIC PLUS) or Electronic Stability Program Premium control unit (N30/7) (for code (233) DISTRONIC PLUS)
– wheel speed signal
- brake recognition
– cruise control request
- vehicle speed
– engine torque request
LH and RH nitrogen oxides control units (N37/5, N37/6)
– NOx concentration in exhaust
– O2 concentration in the exhaust
Radar sensors control unit (N62/1) with code (233) Distronic Plus)
– engine torque request
Electronic ignition lock control unit (N73)
- start enable (drive authorization system)
Fuel system control unit (N118)
– fuel pressure
– self-diagnosis data
– requested diagnostic data
Fully integrated transmission control controller unit (Y3/8)
- drive position
- actual gear, target gear
- transmission mode
- engine torque request (reduction)
- starter enable in selector lever position "P", "N"
- engine idle specified speed (for actuation of the torque converter lockup clutch)
- status of torque converter lockup clutch
- emergency operation transmission control
CAN output signals
Instrument cluster
– engine oil level too low
- circuit 61 signal (generated by ME-SFI [ME] control unit)
– fuel consumption (the trip computer is informed about the current fuel consumption by means of square-wave pulse packages (1 pulse = 0.2 l/h))
LH and RH nitrogen oxides control units
- diagnosis request
Electronic ignition switch control unit
– start enable request (drive authorization system)
fuel system control unit
– Fuel pump ON
– Specified fuel pressure
- diagnosis request
Fully integrated transmission control control unit
Requests for catalytic converter heating
Switching request
- engine torque
- engine coolant temperature
- engine oil temperature
- engine speed
- engine load
- kickdown
- engine speed limitation active
- limp-home mode engine timing
Body
The housing of the ME-SFI [ME] control unit is made out of die cast aluminum and the cover is made out of corrosion-proof sheet steel. The ME-SFI [ME] control unit is protected against water and dust.
The housing contains the 32-bit measuring and control electronics for the engine timing.
Voltage supply
The ME-SFI [ME] control unit is "circuit 30 fused" and also supplied with a voltage for ignition ON by "circuit 87 M4".
In the operating voltage range it has both short-circuit protection and reversed polarity protection.
Power is supplied through several pins connected in parallel to relieve the electrical connectors.
Ground connection
The "circuit 31" ground connection is made via several ground lines to the left major assembly compartment electronics ground point (W16/5).
Computer power-down
If the ME-SFI [ME] control unit receives the signal "circuit 15 OFF", a processor run-on of approx. 4 seconds is started.
However, it may also last for several minutes due to various functions (for example, on-board diagnosis (OBD), drive authorization system (DAS), thermal management).
Assembly operations
Ensure before unplugging the plug on the ME-SFI [ME] control unit that the ignition is switched off and computer run-on has ended. This is to prevent damage to the ME-SFI [ME] control unit and save errors in the control units linked to the CAN.
Variants
The engine timing variants (e.g. national and exhaust variants) are activated with Xentry Diagnostics using the variant coding function.
Replacement of the ME-SFI [ME] control unit is not necessary.